Distillate-burner for internal-combustion engines.



E. c. WESCOTT & H. M. LOCKE- DISTILLATE BURNER FOR INTERNAL COMBUSTION ENGINES,

APPLICATION FILED MAR. 27 1912 LQQAJM, Patented Oct. 2:5. I917.

@TATEd PATEN FFKQ EDSDN COLE WESCOTT AND HARRY MARTAIN LOCKE, OF SACRAMENTO, CALIFORNIA,

ASSIGNORS 0F ONE-THIRD TO GEORGE Cf ROBE, OF OAKLAND, CALlFORNIA.

DISTILLATE-BURNER FOR INTERNAL-COMBUSTION ENGIATFEfi Specification of Letters Patent.

Patented Oct. as, tea a Application .filed March 27, 1917. Serial N 0. 157,682.

1 b all whom it may concern:

Be it known that we, EnsoN COLE l/VEsoo'rr and HARRY MARTAIN Looxn, citizens of the United States, residing at Sacramento, in the county of Sacramento and State of California, have invented new and useful Improvements in Distillate-Burners for Internal-Combustion Engines, of which the following is a specification.

One object of the present invention is to provide an attachment for internal combustion engines which will enable the engine to be operated bythe combustion of liquid hydro-carbons, such as distillate or coal oil, heavier than gasolene, by means of which said engines are generally operated.

A further object is to provide such a device which can be attached to engines already constructed without changing the parts thereof.

In the accompanying drawing, Figure l is a front view of our improved attachment; Fig. 2 is an enlarged sectional view showing a detail.

Referring to the drawing, 1 indicates the intake manifold and 2 the exhaust manifold of an internal combustion engine. We surround the twe branches of the. intake manifold with a jacket or envelop 3, consisting of two halves bolted together, as shown at 4, and similar in form. This jacket is spaced from the two branches of the intake manifold, and the two halves of the jacket each contain a section, which, when placed together, form a tube 6 connecting the branches of the jacket. A flexible tube 7 is connected at one end with the exhaust manifold and at the other end with the center of tube 6, and a flexible tube 8 is connected at one end with an outlet opening of said jacket, extending beyond the end of the manifold next to the carbureter. The exhaust gases, therefore, flow from the exhaust manifold through the flexible tube 7 to said tube 6, thence divide equally and flow in the branches of the envelop around the intake manifold, and then to the flexible tube 8. Both of these flexible tubes are packed with asbestos 10, or other insulating material.

The distillate Or other liquid hydro-carhon flows from a main fuel supply tank (not shown) by a flexible tube 12 to a pipe 1.3, connected with said flexible tube by a union i4, and said pipe 13, passing into the portion of the jacket 3 extending beyond the intake manifold, is in the form of a coil 16, so that said liquid hydro-carbon is heated by the waste gases escaping from the jacket. The other end of the pipe 13, emerging from the jacket, is connected by a union 1? with a pipe 18 leading into a carbureter 19 connected in the usual manner with the intake manifold.

It results from this construction that the distillate or other liquid hydro-carbon before flowing to the carburetor, is heated by the waste gases within the envelop and the carbureted air before being discharged into the intake ports of the engme is again heated in the two branches of the manifold.

For the purpose of priming the engine, gasolene or other suitabl fuel flows from a priming tank 22 by a flexible tube 23 to a pipe 24, having therein a valve 25 normally closed by a spring 26, but which can e opened by hand, said pipe 2% discharging into a pipe 27, the ends of which are connected with nozzles 21. Also leading to said nozzles are pipes 28, connected with a common pipe 29, which leads out of the car bureter 19 behind the throttle valve 31 there in. Air is drawn by the suction of the engine into said pipe 29 and flows through the pipes 28, and, by means thereof the gasolene is sprayed in the nozzles 21.

Each nozzle 21 is screwed into the intake manifold, and has a central conduit 32, which at its forward end terminates in a small aperture through which the gasolene is discharged, and at its rearward end is flaring and communicates with the pipe 27. Around said central conduit is an annular conduit 33 which communicates at the side of the nozzle with one of the pipes 28.

A by-pass 34 is provided for making direct communication between th pipe 13 and the pipe 18 leading to the carbureter, in case it should not be found necessary to preheat the heavy oil.

A damper 36 is provided at the entrance to the flexible tube 7 to regulate the degree to which the oil is to be heated.

We claim j l. A heater for an internal combustion engine comprising, in combination with the intake and exhaust manifolds of the cugine and the carbureter, a jacket around the intake manifold and spaced therefrom to l. U ii iii) tension chamber beyond the intake manifold,

a conduit leading from the exhaust manifold to said heating chamber, a coil of pipe in said eXtension chamber, a pipe leading thereto from a source of supply of distillate or other liquid hydro-carbon, and a pipe leading from said coil to the carbureter.

2. A heater for an internal combustion engine comprising, in combination with the intake and exhaust manifolds of the engine and the carbureter, means for conducting the hot Waste gases from the exhaust manifold into close proximity to the pasg sages for the fuel in the intake mani oldv to heat said'fuel, and an atomizer for prim ing the engine comprising a nozzle having a central opening for supplying priming fluid to the engine, and an annular passage for supplying air to the engine, a conduit leading to said central opening, a valve in said conduit, and a pipe leading to said annular passage at one end, and at the other end communicating with the carbureter behind the throttle valve.

Witnesses:

ARTHUR H. MCCURDY, MAE O. ALLEN. 

